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No. 431,605. Patented 1y 8, 1890.

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W. I-I. MARSHALL. MEANS POR EAGILITATING THE UIIGOUPLIAIGv 0I' CARS PROVIDED WITH INTERMEDIATE TRUCKS. Y

No. 431,605. Patented J y 8, 1890,.

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W..H. MARSHALL; MEANS PoR PAGILITATING THE UNGOUPLING 0F GARS PRoVIDBD WITH INTERMEDIATE TRUCKS.

atented July "8 WIT/VESSES:

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UNITED STATES ATENT OFFICE.

TVALDO H. MARSHALL, OF CHICAGO, ILLINOIS, ASSIGNOR TO ROVLAND R.

HAZARD, OF NEW YORK, N. Y.

MEANS FOR FACILTTATING THE UNCOUPLING F CARS PROVIDED WITH INTERMEDIATE TRUCKS.

SPECIFICATION forming part of Letters Patent No. 431,605, dated July 8, 1890. Application filed August 28, 1889. Serial No. 322,197. (No model.)

To all whom it may concern,.-

Be it known that I, WALDo H. MARsHALL, a citizen of the United States, and a resident of Chicago, Cook county, Illinois, have invented a new and useful Improvement in Means for Facilitating the Uncou-pling of Cars Provided with Intermediate Trucks, of which the following is a specication.

My invention relates to means for facilitating the uncoupling of cars provided with intermediate trucks such as described in the application of D. L. Barnes, Serial N o. 304,033 5 and the invention consists in cars or carriages provided with auxiliary or supplemental wheels arranged intermediate of the primary wheels to co-operate with secondary rails of a track which rise gradually above the level of the main rails in atrack provided with such rails, and in the combination of these parts, as fully hereinafter described and claimed.

In the accompanying drawings, forming part of this specification, Figure l represents a side elevation of a truck, car ends, and primary and secondary rails of a track, the saine embodying my invention. Fig. 2 is a longitudinal section of the same. Fig. 3 is a crosssection of Fig. 1 with truck removed. Fig. 4 is a plan, and Fig. 5 a side elevation, of buffer and draw-bar. Fig. G is a side elevation of side bearing. Fig. 7 is a cross-section, Fig. 8 a plan, and Fig. 9 ahorizontal section, of same, the latter section taken through line C D, Fig. 6. Fig. 10 is a side elevation of side bearing when buffer has been compressed, and Fig. ll illustrates a modification of the auxiliary wheels.

Referring to the accompanying drawings, the reference-numeral l indicates the truckwheels of the intermediate truck hereinbefore 4o referred to. The auxiliary wheels 2, of adifferent gage from the truck-wheels, aremounted on short independent axles arranged to re-A volve in heavy bearings 3, bolted to the crosssills 9 and 10 of car, as indicated in the drawings. In Fig. 3 these auxiliary wheels are arranged to run only on a pair of secondary rails 14, placed intermediate of the main or primary rails 13, on which latter the truckwheels 1 run.

In the modification shown in Fig. 11 the auxiliary wheels are provided with two treads, so as to be able to run on both primary and secondary rails, as occasion may demand.

It will be noticed (see Figs. 1 and 2) that the .pair of secondary rails are arranged-on an ineline startingl from the same horizontal plane as the primary rails and rising to aheight sufficient to allow the auxiliary Wheels to rest thereon and to take the load off from the truck, so that the latter can be moved from under the car. InV the case of intermediate trucks supporting the adjacent ends of cars it is necessary to provide the latter with supporting means, so that they may be supported when for any reason it is desired to uncouple them, and to facilitate coupling and uncoupling it is of course necessary to take the load off the trucks, so that the latter can be readily moved under or from under the cars. This I accomplish by the combination of the auxiliary Wheels with the secondary rails.

The secondary rails are laid at side tracks, car-yards, or any place where uncoupling is likely to be done, and are gradually inclined, as before explained. The auxiliary wheels are so mounted as to clear the tracks and to come into contact with the secondary rails shortly after lthe latterbegin to rise. The secondary rails continue to rise and lift the car as it moves thereon until the truck-sprin gs of the truck are entirely relieved from the weight of the car and the latter is wholly supported by the auxiliary Wheels. The secondary rails, after having reached the necessary height for the purpose explained, may be continued at that height for any distance required, y

Then the car is supported wholly by the auxiliary wheels, the side bearinge of the car will be raised out of the truck side bearing 5 sufficiently to establish longitudinal disengagement; but lateral displacement is prevented bythe high side flanges 22 on side bearing 5, (see Figs. l and 6,) secured to frame of truck. This disengagement takes place each time the cars are moved upon the tracks described, whether they are to be uncoupled or not, and as soon as the cars are moved back upon the regular track all parts resume their normal position.

It is apparent that by placing the auxiliary ment in which the said Wheels are attached all of Which objections are avoided by my aron the outside ot' the car. In the latter case the Width of the car is practically increased, which is very undesirable, the said Wheels become unsightly protuberanees, and, besides, it then becomes necessary to lay the secondary rails outside the primary rails, involving an unnecessary increase in Width of road-bed,

rangement.

In Figs. 4 and 5 I have shown the draw-bar 6 for connecting the cars. It is suspended from the truck by supports 20, (see Fig. 2,) and is provided With spring to relieve sudden strains either of compression or tension.

As I do not in this application lay any claim to the construction of the draw-bar, further specific description of the same Will .be unnecessary.

Whenever the cars have been run onto the secondary rails, and it is desired to uncouple them, it is only necessary to withdraw the coupling `pin or pins and the uncouplin g is accomplished. In coupling no difficulty is experienced, since all parts will be in the same relative position as at time ot uncoupling.

As the adjacent ends of two cars are supported on the same truck, and as the distance between the adjacent ends varies as the tension or compression of the draW-baris greater or less, it is necessary to make the connection between car and truck such as to allow for such motion. 9, it willl be seen that the end ot' the truckequalizer or car-support 1l is T-shaped and is fitted to side bearing 5, so that a vertical and longitudinal direction of length of car motion can take place. The Weight of the car is transmitted from side bearing 5 to plate 2I,thence` Referring to the drawings, Fig.

to springs 17, side-bearing equalizer 18, and link 19. The upper end of this link rests upon truck-equalizer 11 and transfers the Weight to it. When adjacent cars approach or recede from each other on account ot' varying tension or compression ot' draw-bar springs, link 19 will swing and the parts referred to will assume the position illustrated in Fig. 10.

I am aware of Patent No. 85,829 to J. H. 5o James, Jr., January 12, 1869, and what is therein shown and described I do not lay any claim to.

Having described my invention, what I claim, and desire to secure by Letters Patent, 1s-

1. A railway-car provided with auxiliary Wheels arranged on separate axles and intermediate tothe primary Wheels and designed to travel on secondary rails laid parallel with the main or primary ones of Aa track, substantially as described.

2. A vrailway-car provided With auxiliary Wheels arranged intermediate of the primary Wheels, in combination with secondary and main or primary rails of a track, the former rising gradually above the level of the latter and arranged intermediate the same, substantially as described.

3. A railway-track consisting of primary and secondary rails, the latter arranged intermediate the primary rails and rising gradually above the level of the same, substantially as described.

In testimony that I claim the foregoil'lgA as my invention I have signed my name, in presence of two Witnesses, this 3d dayof July, 1889.

VALDO H. MARSHALL.

Witnesses:

N. L. LITToN, J AMES C. MCSHANE. 

